Personal Propulsion Device With Hands Free Control

ABSTRACT

An improved personal propulsion device that generally imparts thrust directly to the user. The device allows hands free control of thrust magnitude and direction so both hands can grasp and control bicycle handlebars and brakes, watercraft paddles, ski poles or other apparatuses. The device is adjustable vertically, on the users&#39; back, higher to allow sitting in a canoe or wheelchair and lower for standing on skates, skis, kick scooters etc. In one embodiment, the device includes an air compressor that is operatively connected to a cam mechanism engaged with the propulsion mechanism to provide compressed air. In another embodiment, the device includes a gap control mechanism to reduce or increase the size of the air inlet gap between the lip of the propeller shroud and an air horn to decrease noise levels or increase propulsion. The air horn can be gradiently flexible and warpable to allow controlled movement thereof.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/070,182 filed Feb. 15, 2008, which issued as U.S. Pat. No.7,690,958 on Apr. 6, 2010, which claimed priority to U.S. patentapplication Ser. No. 11/477,238 filed Jun. 28, 2006, which issued asU.S. Pat. No. 7,331,833 on Feb. 19, 2008.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable.

REFERENCE TO A SEQUENCE LISTING, A TABLE OR A COMPUTER PROGRAM LISTINGAPPENDIX SUBMITTED ON A COMPACT DISC

Not Applicable.

BACKGROUND OF THE INVENTION

A. Field of the Invention

This invention generally relates to personal propulsion devices that areworn on the back of a user or attachable to a moveable object, such as abicycle, canoe, skateboard or other human-powered vehicle, ridden by theuser to propel the user and the object. More specifically, thisinvention relates to such devices that provide for hands-free operationand control of the device and are configured to accept adjustments forversatility. Even more specifically, this invention relates to variousimprovements to the configuration of such devices that improve theusefulness and functionality of the device.

B. Prior Art

User-worn propelling devices to propel a person riding on or in amoveable object, such as a bicycle, skateboard, canoe, pair of skatesand the like, are well known in the prior art. For instance, thepropelling device of Morrill, U.S. Pat. No. 2,456,440, discloses athrust device that is supported by one arm only. Unfortunately, the useris imbalanced by the offset weight and the center of thrust is in linewith the one supporting arm of the user and, therefore, misaligned oroffset from the center of resistance of the user's skates, as shown inFIG. 3 of that patent. Torque about the user's vertical axis makesstraight line travel and maneuverability difficult. Support of thedevice by one arm will rapidly become fatiguing to that arm and longduration travel will be uncomfortable or intolerable. The support baralong the side of the user, the gas tank and the throttle appendage infront of the user become a hazard in the event of a fall. The engine islocated behind the propeller, thereby increasing the distance from thesupport and, therefore, increasing the cantilevered weight to the user'sarm. Riding a modern bicycle with only one hand is dangerous as twobrake handles are provided for safety in traffic. Sitting in andoperating a wheelchair requires both hands for steering. The enginewould interfere with sitting in the wheelchair. In a canoe or kayak, theengine would interfere with both hands and arms being required for thepaddles. An engine speed of 18,000 to 20,000 rpm is dangerous aspropellers can and do shatter, which may cause serious injuries to theuser and bystanders. Six pounds of thrust is low and insufficient forovercoming inclines and soft snow with heavier users, and slow inwatercraft against even a light wind.

The propulsion support unit of U.S. Pat. No. 4,189,019 to Zech,discloses a complex system of levers, springs, turntable and bars onboth sides of the users' body. Both hands and arms are required forcontrols. The unit described with a 25-301b. motor, plus frame andsupport unit, would weigh approximately 40 lbs with the propeller andprotection shroud. The frame top terminates in rigid tube ends whichduring a fall may on contact with the back or sides of the head and neckcause injury to the user. The control bars at the sides of the userpresent a further injury hazard in the event of a fall. The unit wouldbe impossible to operate on a bicycle, and the position on the user'sbody would interfere with a canoe, kayak and wheelchair. On snow skisthe requirement of both hands and both arms renders the user unable togrip and maneuver the pair of ski poles essential for balance, turningand accelerating over rough terrain. The many parts, heavy weight, highcost of manufacturing, hazardous in a fall, and both hands and armsoccupied, make this invention less attractive as an alternative form oftransportation.

Zech further discloses a propeller shroud, as shown in FIG. 7. Asufficient body of research has proven the thrust is reducedsubstantially by shrouding, compared with an open propeller, withoutincluding an “inlet lip” of 15% diameter of the shroud (see ModernPropeller and Duct Design by Martin Hollman, 1993, pg 101—incorporatedherein by reference). The current invention includes a bumper/flotationdevice that cooperates with airflow at the inlet end of the containmentring.

The propulsion means set forth in U.S. Pat. No. 5,222,569 to Martel,discloses a device that imparts thrust “solely to the rear of the pelvicarea.” The propulsion device is supported by a pendulum shoulder harnesson the user and must be controlled by both hands on a pair of grips andpivoting handles along both sides of the user. These side handles are aninjury hazard in a fall. The device is hanging free on the pendulumharness except for the users hands on the two handle grips, so in theevent of a fall when the users hands release the handles to break thefall, the unit can swing around the neck or impact the users head andneck causing injury. The foot starting cable may become entangled aroundthe user causing further injury. The device is located below the axiscentered on the pelvic region and the user may not sit in a canoe,kayak, wheelchair or bicycle. Further more the users hands would beunavailable to grasp the required maneuvering implements such aspaddles, brakes, handle bars, wheels of the wheelchair etc. If the userreleased the handles to grasp implements the unit would swing out ofcontrol causing an impact hazard. The propulsion device does nothing toimprove open propeller inefficiencies (see Modern Propeller and DuctDesign by Hollman, 1993, pg. 95 and 97—incorporated herein byreference).

The current invention will overcome the above referenced hand and armrequirements. It will allow hands free operation and control of a simplelight weight, efficient, economical, device that is adjustable up anddown the user's back. The current invention eliminates the need for anyside bar for control. This will allow co-operative use with any of thewell known transportation or recreational human powered vehicles (HPVs)such as bicycles, kick scooters, wheelchairs, canoes, kayaks, small sailcraft, skateboards, all ice and roller skates, snow skis, and etc. Inaddition, the current invention anticipates use proximate to crowds ofpeople and, therefore, has many safety and convenience improvements.

The light aircraft with inflatable parachute wing propelled by a ductedpropeller of U.S. Pat. No. 5,620,153 to Ginsberg, teaches that theefficiency of an aircraft propeller is reduced at low speeds and can beimproved by the addition of a duct, comprising support vanes to counteract the torque of the engine, and a propeller or fan centered andmounted rotationally within. The addition of the duct improves safety,reduces noise and improves thrust to power ration. Further study teachesthat a ducted fan or shrouded propeller comprises an inlet lip attachedand tangent to the duct with a special fan, turbine, or propeller ofgreater surface area than standard open aircraft propellers of the samediameter. It is known in the art that a very close tolerance between thepropeller and the interior surface of the duct, 0.015 inch maximum up toan 18 inch diameter propeller is required. This close tolerance requiresstiffened duct and vane arrangement and the cost of the composites andmanufacturing of them, to stiffen the unit and retain the light weightfeatures required in aircraft is prohibitive for a personal propulsiondevice. The rpm is also increased in a ducted fan and results in anunacceptable blade failure risk proximate to crowd and children onbicycle paths, sidewalks, and boardwalks for ground transportation.

The current invention overcomes the dangers of the ducted fan and theprohibitive cost of the rigidity required and the lack of availabilityof ducted fan parts in the required sizes. The inlet lip is of a complexincreasing radius design which also increases design and manufacturingcosts (see Modern Propeller and Duct Design by Hollman, 1993, pg 101 and102—incorporated herein by reference).

The current invention improves the efficiency of the open propeller andimproves the personal propulsion device safety using commonly availablematerials of very low cost and weight. The manufacturing processesrequired are simple and inexpensive. The propellers required arecommonly available for large model aircraft in wood, plastic, fiberreinforced nylon, and other materials. The diameters and pitches arediverse and can be adapted for use in the current invention for any rpm,size user, or horsepower required in a two, three or multiple bladeconfiguration.

The recoil rope type manual starters that are standard in the industryhave been improved to be operable from the user position. Tezuka et. al,U.S. Pat. No. 6,776,133, discloses a starter extension that is pulledalong side the operator in the standard working position. None of theprior art machines adjust slidably up high on the users back and downlow on the users back. This wide variation in propulsion devicepositions on the user, would dispose the starter handle in the region ofthe arm pit at its high adjustment. This position removes the strengthand leverage advantage of the operators arm, against the load, due tothe inconvenient position. The various positions on the users backfacilitated by the current invention, would place the fixed end of theflexible tube and its fixing bracket, as shown in FIG. 3, in the path ofthe swinging arm or elbow of a canoe paddler or snow skier. The rigorousanticipated and intended uses of this current invention require freemotion and unobstructed use of arms and elbows through their full rangeof motion, without chance of impact or contact with any part of thepropulsion device. My current invention will over come the limitationsand injury hazards of the prior art recoil starters.

The prior art of personal propulsion means attached directly to the userhas resulted in heavy, slow and generally inefficient devices. One orboth of the hands and arms are continuously required for control ofthese devices. There are handles and appendages that create a safetyand/or injury hazard to the user in the event of a fall. The deviceslack sufficient adjustments in position on user, and thrust angle toprovide wide versatility in cooperation with the many HPVs availabletoday. As a result, presently there are no personal propulsion devicesthat are widely available on the market, therefore, the public hasbenefitted little from the prior art devices.

As freeway, street, and parking lot crowding increase, the demand andcost of fossil fuels are at a record high world wide. Pollution fromauto emissions is an increasing concern of the public and the globalwarming awareness is on the increase. The dependency of the UnitedStates on foreign oil and the consumption of world wide petroleumreserves will create new record high prices. Emerging countries' fueldemand in conjunction with the aforementioned pressures, point to everincreasing prices and ever tightening supplies.

A need exists for a compact, extremely low fuel consumption, userfriendly, hands free operation, light weight, low emissions, unlimitedrange (with occasional refueling at any gas station) alternativetransportation device. This need for alternative transportation isrecognized widely as bicycle paths and designated bicycle lanes onstreets and roads are being built at great cost and promptedaggressively. This is occurring in large cities and small towns alike,as the negative impact of too many automobiles is pervasive. Thepopularity of HPVs is at an all time high. The range of HPVs has alwaysbeen limited by the endurance of the user and thereby eliminating muchof the public from benefitting from such devices.

The massive competition in the lawn and garden equipment market hasresulted in rapid and major improvements to the motors. The resultingimprovements directly benefit the present invention. The majorimprovements are reliability, manufacturer's product up to 2000 hrs oftrouble free use. Emissions reductions; the public and communityawareness of small engine pollution (especially two-strokes where oil ispre-mixed with gas) and in co-operation with state air resourcesagencies, have ever tightened standards of compliance among small enginemanufacturers. User friendly features are now major selling points suchas lighter weight and high power. Currently a 2.2 hp totally selfcontained motor weighs only nine pounds. Other features include a fuelprimer bulb for first pull and easy starting, all position running,quieter mufflers, regular gas required with greater fuel economy andless vibration to the user.

The current invention benefits from the motor configuration of theincreasingly popular string trimmer. There are many manufacturers toselect from. There are many power options and option packages to selectfrom. A size and weight range of the present invention can be offered tothe public to accommodate various sizes of users. The operator of thestring trimmer benefits from the vibration isolation bushing between theengine and drive shaft housing and the current invention will benefitalso.

For the rest of this document the term string trimmer motor is impliedto comprise the standard, widely available string trimmer motor which istotally self contained. It includes a centrifugal clutch so at an idlecondition the load is at rest. It includes a leak proof all positionfuel tank. It includes a recoil rope starter. It includes a vibrationisolation bushing between the motor and the drive shaft housing tube. Itincludes a muffler and or catalytic converter and or spark arrester aslocal regulations require. It includes a carburetor having a fuel primersqueeze bulb, a convenient choke, a throttle, and an air filter. It maybe of either the two stroke, more noisy and requiring premixed oil inthe gas, but is lighter, or the four stroke, quieter, less exhaustemissions, uses regular gas but is heavier per horse power. These motorshave smooth exterior cowlings and are air cooled. Noise awareness is onthe increase worldwide.

Excessive noise associated with operating equipment, machinery, vehiclesand other devices is generally considered to be noise pollution in theUnited States is increasingly regulated by many local, state and federalagencies. A personal propulsion device utilizing a propeller generallyhas the propeller positioned close to the user's ears and often in closeproximity to bystanders. As such, propeller noise is of particularimportance to such a device and its users and the public at large. Afixed-pitch propeller is preferred for this application due to its lowcost, low weight, and low maintenance required. Fixed-pitch propellerswill be considered for this invention while acknowledging that a lightweight variable pitch propeller may be incorporated in combination withthis invention.

Testing of propeller thrust versus noise levels indicates thatsignificant reductions in noise by modern reduced noise propellerdesigns results in a corresponding or greater percentage loss inpropulsive efficiency (in the twelve inch diameter to twenty inchdiameter size range tested). It is broadly understood that the regionnearest the propeller tips, having the greatest velocity, generate thegreatest noise. The need exists for a light weight propeller/shroudsystem that can be controlled to minimize noise while still producingthrust, even at a reduced thrust level and power to thrust ratio.

Materials selection for a device with widely varied mechanicalproperties generally requires fastening together a number of differentmaterials, each for a specific quality of rigidity, one for flexibility,one for colorability, one for weather proofing or water proofing andanother for user comfort. The age-old method for building such devicesgenerally requires many patterns, parts and fasteners, and the strengthis generally limited by the weakest material in the system or materialseparation at the points where fasteners penetrate the material. Theneed exists for a material that can have widely varied mechanicalproperties imparted to various areas, ridged and strong in some areasand flexible in others and elasticity/stretchability in yet other areas,all from a single piece of material.

SUMMARY OF THE INVENTION

The current invention generally is worn on the users back to impartthrust to the user to assist traveling on any bicycle, skates, skies,canoe, kayak, wheelchair or other HPVs. The device is adjustableslidable higher and lower on the users back to accommodate theaforementioned vehicles/apparatuses. The personal propulsion deviceallows hand free control of thrust magnitude so the user can grasp andoperate any maneuverability or safety controls of above mentionedapparatuses, continuously, while simultaneously controlling saidpropulsion device. Adjustments of the thrust direction of the propulsiondevice allow the user to stand oblique to the direction of travel as ona snowboard or skateboard and deliver thrust inline with the directionof travel. The user can lean forward on a bicycle on a racing positionto improve aerodynamics and comfort and the device can be adjusted todeliver horizontal thrust. Thus the reader can see that the user cantravel economically and effortlessly on any HPVs or apparatus' forreducing locomotive effort.

By redirecting the infeed air from the outer propeller region toward themid region and starving the tips, the most intense noise source will beminimized while still generating thrust from the slower moving midregion. The system can then be restored to maximum thrust and efficiencywhen away from bystanders, in the open, or whenever appropriate. Myinvention and method accomplish this noise reduction on demand thenfully restoring to full thrust either while “on the fly” or bypresetting.

The gradient flexibility and gradient stretchability method of thepresent invention allows areas hardened into an aerodynamic frontal nosecone mounted to the front of a bicycle to transition gradiantly to asoft stretchable wearable garment for the bicycle rider, all in onepiece of material. Another example of the need for gradient flexibilityis the personal propulsion device inlet guard air horn. The area at thetrailing edge must be rigid and with sufficient strength to attach andsupport the entire horn, but the radius area is semi-flexible to allowthe warping of the leading edge to move toward the duct inlet lip.Additionally the air horn leading edge must be very rigid and strong. Assuch, the gradient flexibility and method of the present invention forcreating such components allows new and exciting design possibilitiesand uses from a single piece of material.

Another example is aero-shaped garments that can improve PPV rider speedand reduce fatigue and thereby extend a riders' range and PPVusefulness. Also incorporated in the semi-rigid aero-shaped garment,using gradient flexibility is a large crush zone to improve rider safetyin the event of a crash, all from a single piece of material.Aero-shaping using gradient mechanical properties has applications ingarments for runners, snow skiers, hang gliders, and everywhereaero-shaping is beneficial. Gradient rigidity in garments will beincorporated into sportswear for improved safety for vulnerable areas ofthe person and more rigidity is designed into those areas. Conversely,at the joints of the wearer, gradient flexibility results in the moststretch where it is required for freedom of movement and comfort.

Accordingly, a number of objects and advantages of my invention arereadily apparent from the above and the detailed description set forthbelow. For instance, the user of the present invention enjoys hands freecontrol of the thrust magnitude imparted generally to the users backfrom no thrust to full thrust and any magnitude between these limits. Inaddition, the user enjoys the freedom of arms and hands free movementwhile operating the personal propulsion device without any control barsor protrusions extruding from the frame along the users sides, therebyimproving safety in the event of a fall. The present invention can beadjusted high on the users back so the user can sit comfortably in acanoe, kayak, wheelchair or other HPVs and use both hands to freelypaddle or maneuver, or break each with hands and arms unencumbered. Inaddition, my invention is light weight balanced and comfortable and canbe used for hours without fatigue or discomfort.

My invention includes an impact absorbing bumper around thecircumference of the propeller to cushion the shock of impact impartedto the user and device in case of a fall. The bumper is light weight andacts as a floatation feature to give the device positive buoyancy incaseuser falls into the water during water craft use.

My invention is adjustable to the middle of the user back to allowcomfortable bicycle riding with both hands free to shift gears, operateboth brakes and maintain both hands on the handle bars. An adjustmentallows the user to lean forward into the racing position for comfort andimproved aerodynamics and the device delivers horizontal thrust.

My invention is adjustable rotatably about the vertical axis of the userto allow user to stand oblique to the direction of travel as on askateboard or snowboard and deliver thrust inline with the direction oftravel. The users' hands and arms are free for balance and safety tograb objects or break a fall.

My invention can be configured to push the user along at 25 miles perhour or greater on a standard road bicycle while achieving 150 miles tothe gallon of regular gasoline without pedaling. It is believed thatperformance and efficiency will improve with continuing research anddevelopment.

My invention allows the user to start the device from the users'position so user stops the motor without remorse. This saves fuel atlong traffic lights and promotes good will while coasting by crowdssilently on boardwalks or street fairs etc. and when the noise even atidle would be offensive.

My invention allows the user of a wheelchair increased range and freedomwith the assistance of thrust while hands free control facilitates bothhands on the wheels for steering and braking.

My invention allows the user to purchase and operate the unit fortransportation at an overall cost far less than other transportationmeans and yet enjoy unlimited range of travel. The user benefits fromeconomical and effortless locomotion.

My invention allows the user to control the noise level of thepropulsion device to a minimum without completely turning the deviceoff. This feature addresses the high noise level long known to be aproblem with any propeller-driven device.

My invention allows a method of creating gradient flexibility andgradient stretchability necessary in specialized material applicationsfrom a single piece of material. Gradient stretchability and gradientflexibility are necessary to make light-weight inexpensive air hornguards, specialized bicycle fairings (partial or complete) aerodynamicgarments, airbags and virtually endless additional applications.

My invention allows the creation of a geometric shape, then fixing itinto the shape for use as an end use part or with additional stiffeningfor use as a production mold.

My invention allows the use of a gradient stretchability bicycle fairingto greatly reduce bicycle and rider aerodynamic drag. The specializedfairing conforms to a large range of bicycles, riders, and riderpositions and will be of great advantage to any cyclist with or withoutthe use of a propulsion device.

The above and other aspects, objects and advantages of the presentinvention are explained in greater detail by reference to the attachedfigures and the description of the preferred embodiment which follows.As set forth herein, the present invention resides in the novel featuresof form, construction, mode of operation and combination of the abovepresently described and understood by the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings which illustrate the preferred embodiments and the bestmodes presently contemplated for carrying out the present invention:

FIG. 1 is a side view of a Personal Propulsion Device configuredaccording to a preferred embodiment of the present invention;

FIG. 2 is a side view of a Personal Propulsion Device of FIG. 1 shown ona user;

FIG. 3 is an isolated a side view of the throttle control glove shown onthe hand of a user;

FIG. 4 is a side view of the Personal Propulsion Device shown on a userriding a bicycle in a n upright position;

FIG. 5 is a side view of the Personal Propulsion Device shown on a userriding a bicycle in a crouch or racing position;

FIG. 6 is a side view of the Personal Propulsion Device shown on a userin a canoe;

FIG. 7 is a side view of the Personal Propulsion Device shown on a userriding a skateboard;

FIG. 8 is a side view of a user with an airfoil shaping safety bag;

FIG. 9 is a top view of a human torso with an airfoil shaping safetybag;

FIG. 10 is a side view of the frame of the Personal Propulsion Device ofFIG. 1;

FIG. 11 is a perspective view of the rear end of the Personal PropulsionDevice;

FIG. 12 is a cross-sectional side view of an alternative embodiment ofthe shrouded propeller assembly of the present invention shown with anairfoil utilized therewith;

FIG. 13 is another alternative embodiment of the personal propulsiondevice of the present invention showing a cross-sectional side view ofthe propulsion means module and a side view of a propulsion means moduleutilized therewith to provide modular capability, shown in the detachedposition, and showing use of a compressor mounted on the pivot block;

FIG. 14 is a side view of an alternative embodiment of the controlglove, shown on the hand of a user, utilized with the personalpropulsion device of the present invention;

FIG. 15 is a cross-sectional side view of an alternative embodiment ofthe shrouded propeller assembly of the present invention shown with aplurality of air horns;

FIG. 16 is a side view of an alternative configuration of the personalpropulsion device of the present invention shown mounted to a bicyclewith a mounting mechanism;

FIG. 17 is a side view of an alternative configuration of the personalpropulsion device of the present invention shown mounted to a canoe witha mounting mechanism;

FIG. 18 is a side view of an alternative configuration of the presentinvention shown mounted to a bicycle and engaged with a tire in a directdrive position;

FIG. 19 is a side view of an alternative configuration of the presentinvention shown mounted to a canoe and configured to turn a propeller topropel the canoe;

FIG. 20 is a side view of shrouded propeller assembly with warpablefirst air horn;

FIG. 21 is a side view of shrouded assembly with inflatable inlet lipand warpable first air horn in combination;

FIG. 22 is a side view of shrouded propeller assembly with slideablefirst air horn;

FIG. 23 is a side view of airhorn stretching fixture, fabric cylindersuspended;

FIG. 24 is a side view of air horn stretching fixture fabric in finalposition;

FIG. 25 is a side view of prestretch form for gradient stretchablebicycle fairing;

FIG. 26 is a side view of gradient stretchable fairing on a bicycle witha rider;

FIG. 27 is a side view of gradient flexible aeroshaping garment on aforming device; and

FIG. 28 is a side view of gradient flexible aeroshaping garment/fairingcombination with bicycle and rider.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in FIG. 1, in the preferred embodiment of the personalpropulsion device 11 of the present invention the motor 29 contains avibration isolated motor mount clamp 33 and is secured to the propellershaft housing tube 30. The pivot block 31 slides onto the propellerdrive shaft housing tube 30 and is clamped securely by tightening pivotblock bolt 32. The pivot block 31 is attached to a light weight aluminumframe 21 with the pivot block bolt 32. As the pivot block bolt 32 istightened it secures other parts, shown in detail in FIG. 11,simultaneously. A comfort pad 22 is secured to frame 21 and paddedadjustable shoulder straps 17 and 18 are attached to the top of theframe 21 and secured to bottom of frame 21 with clamps 20 and 20 a. Theadjustable waist belt 19 is also attached to clamps 20 and 20 a. Thethrottle control glove 23, which is shown in detail in FIG. 3, isconnected to the motor 29 using a standard throttle cable 24 andignition switch in general use today as small engine controls.

The flexible over the shoulder recoil starter extension 34 is comprisedof a flexible spring like housing 14 with a friction reducing plastictube liner 13. The recoil starter rope 12 is extended or replaced with anew rope 12 of sufficient length to accommodate the extension 34. Therope 12 passes through tube 13 and is attached to pull handle 16. Theextension assembly 34 is secured to the frame 21 with clamp system 15.This flexible and extended started improvement allows the starter 34 toconform to the padded shoulder strap 18 when the starter extension 34 isattached to the strap 18. This allows easy access to the starter handle21 when the device 11 is adjusted high on the user's back or low onuser's back, as shown in FIG. 2.

At the bottom or motor end of the starter extension assembly 34, openrope 12 remains open and the housing flexible to allow the motor 29 tobe pivoted at the pivot block 31 and still be pull started whilemisaligned relative to the frame 21. Both ends are free and flexible toallow adjustments at both ends of the starter extension assembly 34.

The flexible over the shoulder recoil starter extension 34 is animprovement that other power equipment in use today will benefit from.For example, the backpack leaf blowers of the gasoline motor type haveto be removed from the user to be started but with this improvement canbe started from the user position. This feature improves convenience andallows stopping the motor without hesitation or remorse which conservesfuel and reduces unnecessary emission and pollution.

In FIG. 2, the Personal Propulsion device 11 is in the middle to lowerback position and viewed from the right side of user 112 to show thethrottle control glove 23 on a right handed user. The throttle cable andrun/stop switch wires are bundled together and attached to the user atthe throttle control glove 23, the elbow adjustable cable strap 25 andat the right shoulder strap 18 before it enters the motor 29. A metalscreen, not shown, is attached to the rear of the propellers shroudinlet lip 123 securely. These safety screens, not shown, if removed,will open a micro switch in series with the run/stop switch andimmediately disables the motor 29 so it can't be started with the safetyscreens removed.

The shoulder straps 17 and 18 are similar to the backpacks and leafblower available currently but with greater length of adjustment toallow the user to shorten them by buckle adjustment to raise thepersonal propulsion device 11 high on the back for canoe, wheelchair useor etc. The waist belt 19 is designed to attain the alignment of theunit 11 with the direction of travel and can be adjusted to fit securelyto various sized users. The waist belt 19 also secures the personalpropulsion device 11 in position relative to the user's body in case ofaccidental fall.

The over the shoulder recoil starter extension 34 and recoil starterpull handle 16 are positioned for ease of starting with either hand.When operating the personal propulsion device 11 in near proximity toother people, stopping the motor and coasting silently by and easilyrestarting on the go is desirable.

The user 112 stands or sits in or on any wheeled mode of transport or inthe water in any water craft or on ice skates, snow skies or other HPVs.The user starts the personal propulsion device 11 by pulling the starterhandle 16, then flexes or curls the index finger of the throttle/controlglove 23 to increase propeller speed and forward thrust until desiredspeed is achieved. The index finger 27 can then be relaxed slightly toreduce thrust to maintain desired speed and cruise for fuel efficiency.

The right fender 26, shown in FIG. 2, is attached to the frame 21 withsimple clamps to help smooth the airflow around the user and draw airinto the propeller 122 more smoothly. The corresponding left fender isnot shown, but acts and is attached in the same manner as the rightfender 26 to smooth air flow and improve the look of the unit 11 as wellas provide space to advertise, affix logos, and attach night lights orreflectors for improved visibility and to display manufacturer contactinformation. The fenders 26 also smooth the sides of the device 11 wherethe user's arms and elbows are most likely to contact the device 11during vigorous paddling etc.

The shroud 124 around the propeller 122, the inlet lip 123, and shroudsupport struts 25 comprise the shrouded propeller assembly 120. Theassembly 120 is lightweight, strong, and aerodynamically efficient inhorsepower to thrust ratio, and relatively economical to build.

The high cost of ducted fans, turbines and the high rpm required,creates hazards in fan or turbine failure and resultant explosion ofparts. This makes operating these devices in close proximity to user'sbody and around others undesirable. An aluminum containment ring 28 isattached around the plastic shroud 124 in line with the propeller 122tip line of travel reinforcing the shroud 124 against penetration ofpropeller parts in the event of propeller failure. Common rivets orscrews with aircraft type locknuts should be used here to avoid partsloosening and contacting the propeller 122 in motion and becomingprojectiles.

As best shown in FIG. 3, the user 112 slides on the throttle controlglove 23 until the adjustable wrist anchor strap 127 is around the smallof the user's wrist 128. The user 112 adjusts the wrist anchor strap 127firmly to limit motion of throttle cable housing anchor plate 121.Placing the finger end cap 125 onto the end of the index finger 27 ofthe user 112 enables the curling or bending of the index finger 27 totension and draw the throttle cable 24 through the knuckle guidebushings 113, 114 and 115 to advance a typical throttle plate of anytypical motor carburetor. This finger flexing controls the motor, speed,torque, and propeller thrust imparted to the user. Flexing more advancesthe throttle farther and increases the thrust. With throttle controlglove 23 on the user's hand the run/stop switch 119 is switched to theon or run position. The motor 29 can be started in the backpack positionor on the floor or table top to first warm it up, usually requiringactivation of a carburetor choke briefly and only during the initialstart of the use as a warm motor require no choke for starting. Duringthe rest of the warm motor use the motor 29 can be started, stopped, andrestarted from the backpack user position with the over the shoulderrecoil starter extension 34. The throttle cable guide bushings 113, 114,and 115 are made of low co-efficient of friction material, such as aplastic tubing which allows some flexing across the users knuckles asthe index finger 27 is flexed.

The throttle cable guide bushings 113, 114, and 115 may be attached tothe throttle control glove 23 by an epoxy adhesive 116. The throttlecable 24 tension can be adjusted by changing the position of thethrottle cable housing anchor plate 121 on the wrist anchor strap 127with a hook and loop material attached to each of said parts toaccomplish a course adjustment. To accomplish a finer throttle cable 24tension adjustment the throttle cable housing stop tube 118 is turnedthrough threads in the throttle cable anchor plate 121 after looseninglock nut 111 and retightening the lock nut after adjustment issatisfactory. The course adjustment described above also helpsaccommodate the various sized hands of users and the throttle controlglove 23 will be offered in various sizes. The glove 23 is detachable atthe motor wire plugs, not shown, and the cable 24 is easily detached atthe throttle plate 121. This detachability allows interchangeability forcolor coordination or to allow users of different sizes to use the samepropulsion unit. Many gloves 23 may be retained for the winter, summer,reflective, night riding etc.

The throttle cable 24 is crimped to a malleable tube 126 such as brassand swedged onto the throttle cable 24 and conformed to finger end cap125 and maybe attached to finger end cap 125 with adhesives or brazingthe tube 126 to a metal finger end cap 125 made of metal such as asewing thimble. The finger end cap 125 may have inserts of various sizesto accommodate various users. The throttle control glove 23 may beimproved to include the carburetor choke control and other functions.The throttle control glove 23 may be right or left handed and mayutilized only one finger to hot weather use. The throttle control glove23 may be of breathable material for user comfort and a stretchablematerial to accommodate different sized user hands.

The throttle control glove 23 may employ only an electronic wirelesssignal transmitter with receiver servos on the motor 29 to control asmany functions as desired. These wireless remote controls have been inuse for many years in hobby model cars and aircraft and are currentlysmall, lightweight, reliable and inexpensive. The throttle control glove23 may be detachable, to allow interchanging for different users anddifferent seasons. The glove 23 can be detached and taken with the user112 to disable the personal propulsion device 11 to discourage theft,similar to an ignition key for an auto. As these controls continue toimprove, the personal propulsion device 11 may be controlled with eyelid motion, mouth motion or other controlled inputs. With preferredembodiment of my invention the user can enjoy the use of any vehiclewith full grasp of both hands and thereby be safe while operation anytransport device.

In FIG. 4, the user 112 is shown on bicycle 30 in the common uprightsitting position for bicycle riding and has adjusted the personalpropulsion device 11 to the middle of the back position. The user 112may, at times, dismount from the seat to the standing position,straddling the top bar of the bicycle with feet positioned on theground. In the standing position the propulsion device 11 will still beclear of the seat and rear tire.

In FIG. 5, the user 112 is on bicycle 130 and the pivot block 31 isadjusted to nearly 45 degrees from the original position to apply directthrust in the direction of travel details. The user 112 benefits fromthe crouched position by reducing his frontal area and therefore windresistance. The personal propulsion device 11 benefits from less airdisturbance entering the propeller 122. The thrust remains horizontal.

In FIG. 6, the user 112 is shown in a canoe 131 and must first adjustthe propulsion device 11 to the high back position as the surroundinggun whales are at his waist level and would interfere if the device 11were fitted any lower. The bumper 129 acts as a flotation device, in theevent the user enters the water displacing sufficient water to be overall buoyant.

The user 112 benefits from the low back position on a skateboard 132,shown in FIG. 7, as the center of thrust is closer to the wheelresistance of the skateboard 132. The propulsion device 11 is rotated toan oblique angle to the user 112 but thrust is retained inline with thedirection of travel by the waist belt 19. The user 112 benefits from thethrottle control glove 23 in that his hands are both free to use in anyposition to enhance balance and therefore safety. In the event of afall, the user 112 can use both hands to break the fall instantly andwithout having first to release a grip on any sort of control bar.

FIG. 8 shows the side view of user 112 with the front inflatable airbag40 that protects the user 112 from frontal impact and reduces windresistance. The personal propulsion device 11 benefits from the aeroshaping of the front airbag 40 as the air flow is separated around theuser 112 more smoothly and returns to the propulsion device 11 with lessdisturbance than without the aero shaping airbag 40. The user 112attaches the adjustable airbag retention straps 41 and 42 around historso and tightens them firmly. The front airbag 40 may be used inco-operation with the rear air bag 43 by attaching the retention straps44 and 45 as with the front airbag 40.

Using the front and rear airbags 40 and 43 simultaneously reduces thewind resistance so significantly and with very little weight increasethat bicyclists, downhill skiers, hang gliders, etc. will establisheconomy endurance and speed records with the improved aerodynamicscreated with the airbags 40/43. The airbags 40/43 may be attachedoutside of the user's clothing or may utilize specially designedgarments to help retain airbags 40/43 in position and further smoothairbag to users' body transition areas for smoother airflow. In anymode, the airbags should be of attractive high visibility colors forsafety of user 112 and others. Many shapes of the airbags 40/43 will becreated for various speeds and uses. In the present embodiment astretchable material is reinforced to allow variable geometry aeroshapes. As the airbags 40 and 43 are inflated with greater pressuresthey elongate, as shown in FIG. 8, for even less wind resistance. Bycomplete deflating the airbags they can be stored away in a small space.

FIG. 9 is a top view of a user 112 showing inflatable aero shaping frontairbag 40 and co-operating rear airbag 43. When front airbag 40 is usedwithout a personal propulsion device 11 the greatly improved aerodynamicshape is completed with the rear airbag 43.

FIG. 10 is a side view of the lightweight aluminum frame 21 attached tothe pivot block 31 with pivot bolt 32. The frame 21 can be rotatedforward to accommodate the user 112 lowering the profile of his or herbody by crouching, and the pivot block 31 can be pivoted by looseningpivot bolt 32 and retightening the bolt in pre-set position to producehorizontal thrust in a new frame position, shown as dashed lines in FIG.10. In another embodiment, a link rod 46 is threaded at the forward endand is attached to shroud support strut 25 and allowed to pivot by linkrod bolt 47. The link rod 46 is threaded through a female thread affixedto frame 21 and when the hand wheel 48 is rotated the pivot block 31 ispivoted while the personal propulsion device 11 is in user position. Inthe second embodiment, the pivot block bolt 32 is set with a castle nutand cotter pin to allow pivoting at will. Bolt 49 then clamps thepropeller's thrust bearing and bolt 50 secures the propeller shafthousing tube 51.

This invention may include any pivot block actuator for speed, safety,and convenience of pivoting said pivot block including but not limitedto hydraulic, pneumatic, electrical solenoid, mechanical or otherwireless remote controls and should be considered part of thisinvention.

FIG. 11 is a perspective drawing viewed from the right rear of thepersonal propulsion device 11 and details the pivot block 31 and itsvarious functions. When the pivot block bolt 32 is tightened itcompresses slot 52 to secure propeller shaft thrust bearing 53. Thepropeller 122 is attached to propeller drive shaft 54 and the shaft 54passes through the bearing 53 to the motor 29, not shown. Propellershroud 124 is attached to pivot block 31 by support struts 55 with bolts56. The propeller shroud 124 can be adjusted to round and set propeller122 clearance by support spokes 57 by turning spoke nuts 58. Pivot block31 is attached to frame ends 59 by the pivot block bolt 32. The spokehub 60 is held in centered position by the propeller drive shaft housingtube 51 and the tube secured when bolt 32 is tightened, this clampingforce also secures the motor 29, not shown, as the motor clamps to thepropeller shaft housing tube 51.

The pivot block 31 allows the interchangeability of various motor sizes,powers and types, i.e. 4 stroke or 2 stroke, smaller power and lighteror larger horsepower and heavier etc. in the same string trimmerconfiguration. The pivot block 31 also allows quick interchangeabilityof the propeller shaft thrust bearing 53 in the event of bearing failureor shaft diameter variations when the motor 29 is changed. The pivotblock 31 also allows interchangeability of modular shroud/strut/bumpercombinations.

This modular interchangeable feature is highly desirable because peoplecome in all sizes. For instance, a 110 lb female may enjoy a 16″diameter propeller and 1 hp engine with 10 lbs of thrust and an overallweight of 10 lbs, whereas a 2501b man may require an 18″ propeller andbumper combination and a 2.2hp motor with 20 lbs of thrust and 17 lbsoverall weight. The one pivot block 31 can be utilized to interchangeframe sizes with the removal of only one pivot block bolt 32. This pivotblock/motor mount/bearing mount/frame mount/strut mount is a singlelight weight component that attaches all modular components together.This facilitates a wide variety of option combinations for user comfort,convenience and safety.

Thus the reader will see that the personal propulsion device 11 of thisinvention is lightweight, quiet, economical, easy to operate, hands andarms are free and unencumbered during operation, and can be made to fitusers from children to large adults. The device will save fuel andreduce emissions while providing transportation, fun and allowing usersto benefit from a wide variety of HPVs.

An additional improvement to the personal propulsion device 11 of thepresent invention is shown in FIG. 12. As shown therein, one or moreairfoils 150 are disposed in a generally horizontal configuration withinthe shroud 124 of the shrouded propeller assembly 120. In a preferredembodiment, airfoil 150 is attached to the interior surface 152 ofshroud 124 utilizing a commonly available adhesive, which is selectedbased on its ability to secure airfoil 150 to the interior surface 152,or various other appropriate attachment mechanisms. Preferably, theairfoil 150 is of a standard National Advisory Committee for Aeronautics(“NACA”) shape to yield a lift to drag ratio of 12:1 or better at anangle of attach of approximately four degrees. The area of airfoil 150must vary with the weight and size of the shroud propeller assembly 120and it should lift the weight to substantially neutralize it at maximumthrottle so as to provide greatly increased comfort to the user withonly eight ounces, on average, of thrust lost to drag out of theapproximately fifteen pounds of average thrust produced by personalpropulsion device 11. The preferred embodiment, shown in FIG. 12 withthe airflow shown by the arrows A, utilizes a single airfoil 150 in afixed position and the trailing edge thereof will be utilized toreinforce a rear wire guard, not shown. A plurality of airfoils 150 maybe utilized to further reinforce the rear wire guard and they can beeasily linked to vary the angle of attack to provide more lift. On longtrips, where endurance is a major concern, the increased lift benefitsof airfoil 150, which are desirable, warrant the loss of thrust due tothe additional drag. A shrouded propeller has never been supporteddirectly on the back of the user and, as a result, the need for thisimprovement has only become apparent after many hours of using such adevice and the moderate back and neck discomfort that resulted from suchuse.

The further aft the airfoil 150 is positioned in the shrouded propellerassembly 120 the more lift leverage it applies at a given velocity, butthe more static weight leverage it imparts to the user 112 when nothrust is being applied. This is of particular importance because whenthe airfoil 150 is positioned at the far aft position every gram ofadditional weight is effectively amplified to the user's back andshoulders.

Another alternative embodiment of the present invention is set forth inFIG. 13. This embodiment utilizes a propulsion means module 154 and apower means module 172 to provide functional modularity to the personalpropulsion device 11 of the present invention. As shown in FIG. 13, thepower means module 172 removably attaches to the propulsion means module154, which comprises propeller 122 attached to propeller drive shaft 54and held in place by the propeller nut 156 that is threadably receivedon the threaded portion 158 of drive shaft 54. The thrust bearing block160, having an integral break-away fitting male part 162, of thrustbearing 53 (not shown in FIG. 13) is retained by tightening the bearingretaining/strut mount bolt 164. Strut mount bolt 166 is shown in FIG.13, but the shroud support struts 55 are omitted for clarity. Shroud 124is integral with shroud inlet lips 123 and shroud interior wall 152.Propeller drive shaft 54 is driven by a male square shaft drive fitting168 that slips into a square female driver (not shown) when thepropulsion means module 154 is connected to the pivot block 31 of thepower means module 172. The shroud adjustment spokes 57, not shown inFIG. 13, attach to spoke hub 170.

The power means module 172 comprises pivot block 31, which is attachedto frame 21 with pivot block bolt 32. Pivot block 31 clamps onto one endof motor mount tube 174 and the motor 29 clamps onto the other end ofmotor mount tube 174. Separation tension adjustment bolt 176 is adjustedto set the removal force required to slip break away fitting male part162 out of the female part in pivot block 31. Although not shown in FIG.13, the power means module 172 further comprises shoulder straps 17 and18, comfort pad 22, starter means 16, waist belt 19 and control glove23.

The broad diversity of intended uses of the personal propulsion device11 is beneficially achieved by the interchangeability feature of thepropulsion means module 154 and power means module 172. In addition,repairing, servicing and upgrading of the personal propulsion device 11will generally only require the propulsion means module 154 to beshipped, which typically requires a round trip.

When separation adjustment bolt 176 is loosened, the propulsion meansmodule 154 will break away by the square male shaft drive fitting 168slipping out of the female square driver (not shown) of pivot block 31.This feature can also be important during use of personal propulsiondevice 11. For instance, during skateboarding activities, such asskateboard exhibitions where giant aerobatics are performed, it ispossible, if not somewhat expected, that user 112 will fall. A lighttension setting of separation tension adjustment bolt 172 allows themodules to relatively easily separate, thereby imparting less impact tothe user 112, propulsion means module 154 and shrouded propellerassembly 120 during the break-away.

As shown in FIG. 13, motor 29 is retained in its desired position withpivot block bolt 32 during interchanging of propulsion means module 154.If the motor 29 requires removal or adjustment pivotally, the pivotblock bolt 32 is loosened, allowing motor 20 to be removed bywithdrawing motor mount tube 174 or allowing the angle of thrustrelative to the user's body to be adjusted, and then pivot block bolt 32is re-tightened.

The propulsion means module 154 further comprises an optional magnet 178imbedded in or attached to magnet plate 180. A plurality of powerfulrare earth magnets may be imbedded in or attached to magnet plate 180and an electrical coil wound around an armature (not shown) or aplurality of coils may be mounted to the pivot block 31 in a positionthat when the propulsion means module 154 is connected to the powermeans module 172, the proximity of the magnets 178 to the electricalcoils creates electricity as the magnet plate 180 rotates with propeller122. This electrical configuration is accomplished with no belts, gearsor secondary drive apparatuses and can charge an on board battery forcontinued LED illumination even when the propeller 122 is not turning.The magnet plate 180 diameter can be made as large as needed and moremagnets 178 attached to provide more wattage, with the attendant powerdiversion from the propeller 122. Nighttime safety lighting is soimportant that the power diversion will be accepted my most users. As anoption, the personal propulsion device 11 can also include an electricstart feature for motor 29.

As shown in FIG. 13, the personal propulsion device 11 of the presentinvention can include a cam mechanism, such as a cam lobe 182 that isattached to cam lobe plate 184, that is engaged with and driven bypropeller shaft 54 to power a small, lightweight diaphragm-typecompressor 36, which is shown mounted to pivot block 31, that isoperatively connected to the cam mechanism such that when propeller 122is turning air is compressed. The compressed air can be utilized toinflate tires, inflatable shroud inlet lips 123, inflatable shrouds 124and/or aero shaping bags and the like. A small lightweight pressure tankmay be pressurized such that even when the propeller 122 is not turningso air pressure can still be available. Small diameter quick couplersmay connect the tank to the compressor 36 only when needed.

An alternative embodiment of the control glove 23 utilized with thepersonal propulsion device 11 of the present invention is shown in FIG.14. The improved control glove 23 facilitates setting cruise speed,engine idle speed and/or throttle response sensitivity. The improvementis particularly desirable for use when personal propulsion device 11 isutilized with HPVs that require or are benefitted by the use of a full,strong four finger and thumb grip, such as when holding a canoe paddleor a ski pole. During a full hand grip, the index finger is flexedaround a canoe paddle or ski pole, as examples, which causes thethrottle to remain at full power. The improved control glove 23 resolvesthis issue.

The improved control clove 23 has an intermediate spring 190 that isthreaded onto base spring 192 such that simply turning the base spring192 applies tension or releases tension to the throttle actuating cable24 by applying pressure to the throttle cable housing 194 through thebase spring 192, which is threaded onto the threaded portion 196 of acable housing termination fitting 198. The long, finely wound and veryflexible spring 200 is threaded into intermediate spring 190, which iscooperatively sized for a tight interference fit. The flexible spring200 allows intermediate spring 190 to rotate freely several revolutionsin either direction to increase tension and, therefore, sensitivity orto decrease tension/sensitivity. This “on the fly” adjustment featureallows the user 112 to increase the idle speed when the motor is cold orat high altitudes. The user 112 may also adjust the cruise speed byturning intermediate spring 190 to the desired power setting inconjunction with a given steady grip position of the hand. By rotatingintermediate spring 190 in the relaxing direction, the user 112 can flexall four fingers in a full grasp with the thumb wrapped inward and notaffect the throttle until the wrist 202 is flexed slightly, whichincreases tension on the throttle cable 24 and increases the throttleand thrust. The widely versatile control system described above is asignificant improvement to the safety of user 112 by allowing him or herto utilize both hands with a full strong grip on the HPV or otherapparatus and still remain in full control of the personal propulsiondevice 11.

In a preferred embodiment of control glove 23, a sleeve 204 made out ofa stretchable material is stitched onto control glove 23 at the seams206 and to form a small tube 208, shown at the top of sleeve 204.Alternatively sleeve 204 can be attached to control glove 23 utilizingother mechanisms or be formed integral with control glove 23. In thepreferred embodiment, one end of flexible spring 200 is inserted intothe fabric forming tube 208 at the top of sleeve 204 and sewn into placeat one or more stitch points 210 to anchor one end of flexible spring200 to the control glove 23 and yet allow unrestricted flexing of theindex finger 27.

The three spring assembly, comprising base spring 192, intermediateadjustment spring 190 and flexible spring 200, protects the small,relatively fragile strands of the ultralight cable 24 utilized in thepreferred embodiment of the present invention. This protection fromphysical damage to the cable 24 is further improved by use of a tensiontype spring so the coils of the spring are substantially closed to keepout dirt and other abrasives. Where the knuckle flexing of index finger27 opens the coils of flexible spring 200 the widest, use of the fabrictube 208 covers and protects cable 24 from such abrasives.

An adjustment to cable housing 198 can be set and locked with lock nut212 to cable housing stop plate 214. A course adjustment can be madequickly by ripping cable housing stop plate 214 from wristband strap216, disposed around the user's wrist 202, by releasing the hook andloop fastener 218 and repositioning the stop plate 214 relative to thestrap 216.

As will be readily understood by those skilled in the art, the presentcontrol glove 23 is versatile, safe and allows the opposed thumb to beused in conjunction with all four fingers in a full, strong and safegrip. The prior art control gloves do not allow this level of grippingand do not provide for the various adjustments thereto that areavailable in the present control glove 23. In addition, the presentcontrol glove 23 allows a wider variety of user sizes and intended useswith the same control glove 23. Further, other controls can beincorporated into control glove 23, such as wrist flexing to the rightto steer a HPV or other apparatus to the right and wrist flexing to theleft to steer to the left. The adjustable sensitivity control glove 23allows steering and setting center for straight travel with similar“on-the-fly” adjustments.

The adjustable sensitivity control glove 23 described above can beutilized with a propulsion device, such as the personal propulsiondevice 11 of the present invention, or other propulsion devices. Thecontrol glove 23 can be utilized with the cable 24 connecting to thethrottle or with a variety of wireless mechanisms. In general, theadjustable sensitivity control glove will make many activities safer andmore comfortable.

A cross-sectional view of an alternative embodiment of the shroudedpropellor assembly 120 for use with the personal propulsion device 11 ofthe present invention is shown in FIG. 15. As shown, the shroudedpropellor assembly 120 comprises a shroud 124 having a shroud interiorwall 152, air exit end 220, propellor 122 and air inlet lip 123. Theshrouded propellor assembly 120 is more efficient than an open propellorassembly of the same size due to the inlet lip 123 smoothing the airflow, shown in arrows on FIG. 15, to conform it to the interior wall 152of the shroud 124 and the close tolerance of the propellor 122 to theshroud interior wall 152. This close tolerance limits propellor tipvortices and turbulence as air continuously spills from the highpressure side to the low pressure side of any propellor tip or wing tip.

With the air flow generally parallel to the interior wall 152 thehighest speed portion of the propellor 122, the propellor tip, propelsclean air flow with little loss due to turbulence of the tip. The greatinrush of air necessary for propulsive efficiency can draw foreignobjects into the shroud 124 and propellor 122, which can cause damage tothe device 11 or injury to user 112 or other persons as the propulsionunit is in close proximity to the user 112 and any bystanders. Anotherissue with regard to shroud 124 is that noise awareness has increased.In fact, noise is treated as an emission by some regulatory agencies.The addition of the shroud 124 has been documented to actually increasethe noise level and it is believed that this is due to the interferenceof the propellor 122 and/or the shroud support struts 25. Traditionalwire mesh safety guards disturb the incoming air and reduce thrust anddo little or nothing to reduce the noise level. As set forth below, thepresent invention improves the shrouded propellor assembly 120 in threeways.

As shown in FIG. 15, the improved shrouded propellor assembly 120further comprises multiple inlet air horns, such as first air horn 222,second air horn 224 and third air horn 226, to help conform the air toits most efficient flow pattern possible, as indicated by the air flowarrows shown in the figure. The air horns 222, 224 and 226 arepreferably molded together with spacers or the like, not shown.

As set forth above, the personal propulsion device 11 of the presentinvention is worn on the back of the user 112. Unfortunately, thisblocks the air flow that would otherwise inflow generally parallel tothe shroud interior wall 152. In the present embodiment, the air flowsaround the user 112 and the multiple air horns 222, 224 and 226 directthe air so that it is parallel to the axis of propellor 122 and theshroud inlet wall 152 and generally parallel to the inlet lip 123 ofshroud 124. The high speed air passing air horns 122, 124 and 126 exertaerodynamic forces as any curved wing in an air stream, namely there ishigher pressure on the inside of the curve and lower pressure on theoutside of the curve resulting in “forward lift” and adding to thethrust created by propellor 122. As shown in FIG. 15, the air horns 122,124 and 126 are shaped like a curved wing in that their leading edges228 are generally rounded and the trailing edges 230 are generallypointed. This configuration further helps the air flow to becomegenerally laminar and increases the “forward lift”. In oneconfiguration, the air horns 222, 224 and 226 are made out of anacoustically deadening material or sound absorbing material to absorbnoise and/or reflect noise away from the ears of the user 112. Anadditional benefit of air horns 222, 224 and 226, provided by them beinggenerally in close proximity to each other, is that they prevent sizableforeign objects from entering the area of propellor 122 and no arm orhand could accidently enter this area during a fall or an impact. Forsmaller users 112, having smaller hands, the air horns 222, 224 and 226are closer together. As will be understood by those skilled in the art,the use of air horns 222, 224 and/or 226 with the shrouded propellorassembly 120 adds propulsion efficiency, reduces noise to the user 112and improves safety for the user and any bystanders. Another potentialbenefit of the closely spaced air horns 222, 224 and/or 226 is that thisconfiguration could eliminate the requirement for a wire mesh guard, afeature that is believed to be important for use with a wireless remotecontrol glove 23 due to the wire mesh being a well known source of RFinterference.

An alternative embodiment of the personal propulsion device 11 of thepresent invention is shown in FIGS. 16 and 17 with a HPV. In FIG. 16, atypical bicycle 130 is fitted with a standardized mounting mechanism,shown as 232, that is configured to cooperatively engage an adapter,fitting or like device, not shown, on the personal propulsion device 11so that the device 11 can be securely mounted to bicycle 130, viamounting mechanism 232, as shown in the figure. This option allows theuser to ride the bicycle 130 without the weight of the personalpropulsion device 11 on their back. In FIG. 17, the canoe 131 is fittedwith the mounting mechanism 232 and the personal propulsion device 11 ismounted thereto to provide power to the canoe without the user 112having the personal propulsion device 11 on their back. Preferably,mounting mechanism 232 when used with canoe 131 will be configured toposition the personal propulsion device 11 lower toward the waterline tomaintain the center of gravity as low as possible. In addition to beingmore comfortable for the user 112, this configuration is also likely tobe safer in case of canoe 131 capsizing and allows the user 112 to morefreely move about while paddling, fishing, trolling or other activities.In addition to bicycle 130 and canoe 131, the mounting mechanism 232 canbe utilized with other HPVs. Because some governmental agencies mayconsider bicycle 130, canoe 131 or other HPV configured in this mannerto be a motorized vehicle, the use of this embodiment may be restrictedto “open” areas.

It is strongly preferred that the embodiments of FIGS. 16 and 17 beutilized in conjunction with the wireless remote control glove 23because the motor 29 is disposed at a greater distance from the user 112than when it is on the user's back. It is unsafe to attach a controlglove 23 to any apparatus from which the user 112 may be separated fromin a crash or fall, as the tensile strength of the average throttlecable 24 is between 100 and 200 lbs. The user 112 could be entangled inor be dragged by the cable 24, which could jerk the user's arm or handhard enough to possibly cause serious injury. Preferably, the only timea throttle cable 24 attached to the user's hand and the apparatus can bedeemed safe is when the apparatus is secured to the user 112 and cannotbe dislodged by accident.

FIGS. 18 and 19 show an alternative configuration of the presentinvention in use with a bicycle 130 (FIG. 18) and a canoe 131 (FIG. 19).As shown in the figures, bicycle 130 or canoe 131 is fitted with astandardized mounting mechanism 232 that is configured to attach topower means module 172, which operatively connects to a direct drivepropulsion mechanism 234 that, in FIG. 18, engages a tire 236 of bicycle130 to propel bicycle 130 over a surface such as a road or the like or,in FIG. 19, propels canoe 131 across the water. In a preferredembodiment, the mounting mechanism 232 attaches to frame 21 by anadapter, fitting or like device, not shown, on frame 21, which isconnected to pivot block 31. Pivot block 31 is attached to motor 29. Inthis embodiment, the propulsion means module 154, described above inconjunction with FIG. 13, is removed from pivot block 31 so that thedirect drive propulsion mechanism 234 may be attached thereto. In theembodiment of FIG. 18, direct drive propulsion mechanism 234 comprises athrust bearing block 238 and direct drive cone 240, which is rotatablysupported by a thrust bearing, not shown, and driven by a square enddrive shaft, also not shown. In the embodiment of FIG. 19, the directdrive propulsion mechanism 234 comprises a marine-type propeller 242 atthe end of drive shaft housing tube 244 enclosing a flexible drive shaftwith a sealed propellor bearing (both not shown). As with the embodimentof FIG. 13, the direct drive module 234 inserts into the pivot block 31of the power means module 172 and the separation tension adjustment bolt176, not shown in FIGS. 18 and 19, is tightened firmly.

In the embodiment of FIG. 18, the friction drive cone 240 rides in firmcontact with the tire 236 of bicycle 130 when pivot block 31 is rotatedto bring motor 29 nearly vertical so as to dispose direct drive cone 240against the tire 236. The direct drive cone 240 may be adjusted relativeto the tire 236 by pivoting pivot block 31 and thereby adjusting theeffective gear ratio. In the embodiment of FIG. 19, the pivot block 31is rotated to place marine propellor 242 in the water at the desireddepth. The embodiments of FIGS. 18 and 19 improve the comfort of user112 by positioning the weight of the propulsion device to the frame ofbicycle 130 or the canoe 131 and reduces the noise by eliminating thepropellor 122. In the embodiment of FIG. 19, the user 112 has morefreedom of movement to paddle, fish or engage in other activities.

The embodiments of FIGS. 18 and 19 are only recommended for use inconjunction with the wireless remote control glove 23 described above.As will be readily understood by those skilled in the art, theembodiments of FIGS. 18 and 19 allow the personal propulsion device 11to be transformed by interchangeability to a quiet, fuel efficientdirect drive system that can be easily pivoted to disengage the deviceto allow the user 112 to peddle or paddle freely if desired or out offuel. It is believed that the embodiment of FIG. 18 can achieve fuelconsumption levels of 150 mpg and a catalytic converter can be added toapproach zero air pollution emissions. When not used to provide power tothe HPV, such as bicycle 130 or canoe 131, the direct drive module canbe pivoted out of the way and the HPV operated as normal with relativelylittle added weight (i.e., approximately 12 lbs.).

Many other variations are possible for the present invention. Forexample, a stretchable fabric can be affixed over the inlet end of thepropeller shroud and stretched over the round bumper and attached at theback end of the propeller shroud to add color and smooth the airflowover the device. The pivot block 31 can be mounted rotatably about avertical axis and both horizontal and vertical rotation of thrust may becontrolled by D.C. step motors and remote control switches on thecontrol glove 23. The glove 23 may be detached and retained with theuser 112 after dismounting and leaving the device 11. This is adisabling feature of the propulsion unit 11 to discourage theft. Withoutpossession of the glove 23 the thief could not start or operate thedevice 11.

In an alternative embodiment of the present invention, the personalpropulsion device 11 includes one or more gap control mechanisms toincrease or decrease the air inlet gap 221, shown on FIGS. 20 through22, between the shroud inlet lip 123 and the first inlet air horn 222.The gap control mechanisms are configured to reduce noise from thepropeller 122 by decreasing the air inlet gap 221 and to increasepropulsion by increasing the air inlet gap 221. Examples of suchmechanisms are set forth below and shown in FIGS. 20 through 22.

As shown in FIG. 20 the first inlet air horn 222 is gradiently flexibleand warpable to allow movement of the leading edge 228 toward the shroudinlet lip 123. A control means (not shown) adjusts the distance betweenleading edge 228 and shroud inlet lip 123 so as to increase or decreasethe air inlet gap 221. As this distance decreases air resistanceincreases, thereby decreasing air flow to the propeller 122 between itstrailing edge 230 and shroud interior wall 152. Starving the propellertip region of air flow in this manner reduces the noise generated by thehighest speed, outer region of the propeller. The loss of thrust issomewhat offset by the increase in the effective radius of the inlet lip123. It has been long understood in the art that any increase in inletlip radius increases forward lift of a shrouded propeller and thereforeoverall thrust. Additionally, as leading edge 228 is adjusted toward theshroud inlet lip 123 the gap between the first inlet air horn 222 andsecond inlet air horn 224 increases, thereby improving efficiency ofpropeller 122 at its mid regions. Unloading of the propeller tips willincrease the RPM, which will also offset the anticipated thrust loss.When conditions allow, the first inlet air horn 222 is restored to itsoriginal position which is factory set for maximum propulsiveefficiency.

FIG. 21 shows the use of an inflatable shroud inlet lip 123 that is usedin combination with a gradiently flexible/warpable first inlet air horn222. An increase in pressure increases the actual diameter of the shroudinlet lip 123, thereby reducing the air inlet opening between it and thefirst inlet air horn 222 and starving the outer most region of propeller122. If desired, the inlet lip 123 can be inflated with pressurized airfrom the compressor 36 described above. This reduces propeller noise. Toavoid requiring an excessive increase in the inflatable lip diameter,first inlet air horn 222 is made with gradiently flexible materialallowing warping to further restrict the air flow between leading edge228 and shroud inlet lip. The warping of first inlet air horn 222increases the air gap between it and the second inlet air horn 224,improving propeller efficiency in the middle region while reducingnoise. The actual increase in inlet lip diameter due to inflation andthe effective radius increase due to leading edge 228 coming in contactwith shroud inlet lip 123 will increase propulsive force as all air flowis redirected over that surface and creates an increase in the forwardlift component of the overall thrust. This will offset the direct lossof thrust which is a certain penalty for reducing noise by restrictingair flow to the outer regions of the propeller 122.

In FIG. 22, the first inlet air horn 222 is slideably attached to thepropeller shaft housing tube 30 of propeller 122. As first inlet airhorn 222 slides toward shroud inlet lip 123 air inflow to the outerpropeller regions and noise is reduced. Simultaneously, trailing edge230 comes closer to propeller 122 and efficiency is improved due to lessturbulence rushing toward the low pressure region created betweentrailing edge 230 and shroud interior wall 152. It will be readilyapparent to and understood by those skilled in the art that there are anumber of means to manipulate, redirect or starve air to the outerregions of the propeller to reduce noise.

Each of the mechanisms described above anticipate a loss of overallpropulsive efficiency, but only an aggressive testing program willreveal the best combination of maximum noise reduction while obtainingminimum loss of thrust. In addition, a propeller 122 may be designed tocarefully to co-operate with a specific inlet air horn dimension orconfiguration to reduce noise levels more completely and simultaneouslyretain higher power to thrust efficiency even at the most quiet setting.

Aerodynamic separation is a condition well known in the art.Specifically, when the laminar airflow across and around a rotary wing(such as a propeller 122) becomes turbulent it separates or thepropeller “stalls” in specific regions. During separation the propulsiveefficiencies of the propeller drop severely causing a loss in pressuredifferentials and, therefore, sound pressure and correspondingly noise.Separation can be designed into a propeller so regions separate atcertain engine speed and inflow field conditions. Therefore, inflowfield manipulation by inlet air horn 222 or any other devices maycooperate with designed separation temporarily for noise reduction andwhen appropriate be restored to maximum thrust and propulsiveefficiency.

My invention anticipates improvements in fluid dynamics computermodeling to assist design improvements of this noise reducing system ofshrouds, propellers, air horns, flow field manipulators, and acousticmaterials to reduce noise to protect the long-term hearing of propulsiondevice users and the public. As materials advancements continue shrouds,ducts, duct covers, air horns, air outlet guards, flaps, baffles,movable or fixed, may be employed to temporarily mute or attenuate thenoise level, then be returned to full and maximum thrust levels. Assuch, any means for reducing noise of the propulsion device will beconsidered to be part of the scope and within the spirit of the presentinvention.

Referencing FIG. 23, shroud inlet flow field manipulations requiregradient flexibility of stretchable fabric cylinder 264 to be impartedon stretching fixture assembly 260 which is rotatably mounted to a table(not shown). The stretchable fabric cylinder 264 is stretched around areinforcement hoop 266 of plastic or fiberglass selected toappropriately size the leading edge 228. After insuring stretchablefabric cylinder 264 is evenly positioned around reinforcement hoop 266,the large diameter clamp hoop 268 is positioned evenly around theoutside of the assembly and tightened with a clamp screw or clampingdevice (not shown). A small diameter inner clamp hoop 276 is insertedinto stretchable fabric cylinder 264, which was zigzag stitched to asize that lightly interferes with the insertion temporarily holding itin place. The small diameter outer clamp hoop 278 is tightened intoposition. The large diameter clamp hoop 268 is placed into largediameter clamp hoop supports 274, which were preadjusted on verticaladjustment rods 270 to achieve the desired (correct) shape. Verticaladjustment rods are slideably attached to fixture base plate 272 toaccommodate various size combinations of large diameter clamp hoops 268.The small diameter outer hoop hold down clamps 280 are slideablyattached to fixture base plate 272 in preparation to receive and holdthis specific size small diameter outer clamp hoop 278. The stretchablefabric cylinder 264 is flattened at the top by stretchable fabrictension and the unsecured bottom clamp assembly of the small diameterinner clamp hoop 276 and the small diameter outer clamp hoop 278 hang inmid air creating a small radius of relaxed fabric 282. FIG. 24 showssmall diameter outer clamp hoop 278 fastened down by small diameterouter hoop hold down clamps 280, thereby, stretching the stretchablefabric cylinder 264 into the final predetermined design shape havinglarge radius of stretched fabric 284.

The stretching fixture assembly 260 is then rotated manually orautomatically while using brushes, rollers, or spray to apply a fixinghardening resin system. Any resin material system may be chosen formechanical, heat, or water proofing properties. Foaming resins may addthickness and acoustic deadening properties in one area of the partwhile a rigid and thin layer is applied to the rigid areas 288 wherefinal part fasteners are anticipated. A siliconized or rubberized paintmay be applied in the flexible areas 286. This material selection,thickness of application, and number of coats will be determined bypre-design requirements. The part may be for end use or stiffened withadditional layers of high temperature epoxy resins and oven cured foruse as a thermo-forming mold for end use part production. The gradientflexibility imparted by material selection and thickness of applicationis enhanced where no coating is applied and the stretchable fabric isfully flexible, stretchable, and available in a wide variety of colorsand weights.

As will be readily appreciated by those skilled in the art, the gradientflexibility/gradient stretchability material and its method of creationcreate warpable air horns in many sizes, colors, and with variousmechanical properties required in this unique application. Many otheruses for gradient stretchability and gradient flexibility will becomeapparent. As an example, FIG. 25 shows a fabric stretching fixture 300with an adjustable support frame 302 for the purpose of creating agradient stretchable gradient flexible bicycle fairing, shown as 322 inFIG. 26. Precut and stitched stretchable fabric 308 is stretched overnose cone/front fender form 304 and positioned over rear wheel form 306and areas of closures 314 are fastened. A suitable clear hardening resinmaterial is applied to areas of rigidity 310 and thin spray layers ofsaid resin in areas of flexibility 312. The resin should be clear toallow attractive stretchable fabric colors to show for decoration orsafety/visibility. A water proofing on the top and upper regions willimprove rider comfort in rain or fog and selection of a water proofingapplication process and material that doesn't impede untreated materialstretchability is required. Multiple fabric panels of stretchable fabricof various colors may be included for logo design and/or decorations andon areas of rigidity 310 common paints can be applied to finish anattractive fairing 322.

FIG. 26 shows a bicycle 130 having aerobars 328 with the bicycle riderin an aero position 324 and using a gradient stretchable fairing 322.The rider enjoys significantly reduced aerodynamic drag but can sit upif he desires due to areas of flexibility 312 across his back andshoulders and still with an improved aerodynamic profile. The areas ofrigidity 310 are connected by untreated stretchable fabric and the nosecone area is rigidly attached to nose cone support bracket 318, andfront fender support bracket 310 turns with the steering of the aerobars (not shown). The front wheel can be easily maneuvered allowed bythe stretchable fabric in between nose cone areas of rigidity 310 andfront fender area of rigidity 310 as it is left untreated and verystretchable but maintains an aerodynamically smooth shape in allsteering positions. There is a slit on top of the fairing fabric (notshown) that allows easy rider partial exit to turn and reach anddisconnect closures at areas of closures 314. The gradient stretchablefairing can be easily installed by positioning front areas of rigidity310 over front fender support bracket 320 and with bicycle rider 324standing straddling bicycle 328 stretches fairing over herself workingshoulders through top slit and turning to stretch rear areas of rigidity310 over rear support bracket 326. The system is designed so stretchablefabric tension alone holds the gradient stretchable fairing 322 in placebut light weight closures of hook and loop, zippers, or the like can beincluded anywhere necessary. Never before has a rider been so smoothedaerodynamically with his bicycle 130 and yet the stretchability andflexibility allow the riders' elbows, knees, feet, shoulders and back tobecome part of the continuously changing fairing shape adding protectionfrom weather, reducing rider fatigue, improving speed and range.

Those skilled in the art will readily appreciate that the gradientflexible/stretchable bicycle fairing 322 and method for creatinggradient flexible stretchable material used therein, greatly increasesthe usefulness of any HPV with or without the use of a propulsiondevice. The front rigid areas of the faring 322 will absorb energy in acrash and are designed to crush against the rider improving crashsafety.

FIG. 27 shows an aeroshaping garment 340 with gradientrigidity/flexibility and gradient stretchability imparted to thestretchable material. The stretchable fabric pre-stitched garment 338 isstretched onto aeroshaping garment form 342 with the aeroshaping garmentform support arm 341 rotatably attached to a table (not shown). Whilerotating form 342, a suitable resin is lightly applied by roller, brushor spray on the areas of flexibility 312 and heavier on the areas ofrigidity 310 and none on the untreated areas 313. Preferably, thestretchable fabric is brightly colored to improve the visibility ofcyclists, runners, skiers and like users to others. When high speed isanticipated, such as when the garment is used with a propulsion deviceand bicycle, the optional larger aeroshaped region 352 would be chosenby the rider to further reduce wind resistance. The garment is sized fora snug fit of untreated areas 313 to hold the areas of rigidity 310 inplace. The greater the distance between the human chest line 350 and theaero-shaped region 346 the more improved the aerodynamic performance andrider safety due to the energy absorption of the areas of rigidity 310and the crush zone thereby provided. Foam fill (not shown) may be usedto improve crush zone impact absorption. Storage compartments and access(not shown) may be incorporated.

As will be apparent to those skilled in the art, the gradientrigidity/flexibility and gradient stretchability imparted to aeroshapegarments in this method increases rider safety, comfort and efficiencywhen he or she is on foot or on any HPV or ultra light aircraft wherethe operator/pilot is exposed to the airstream. Separate aeroshapinggarments for the feet, head, legs, or arms are understood to be part ofthis aeroshaping garments and method for creating gradientflexibility/stretchability invention. Individual aeroshaped garments ora complete coverall is/are anticipated by this invention and materialimprovements of stretchable fabrics and resin properties will beutilized in the invention as they become available.

FIG. 28 shows a common bicycle 130 with a bicycle rider in uprightposition 362 wearing an aeroshaping garment/fairing combination 360. Therider 362 slips the aeroshaping garment/fairing combination 360 over herhead and pulls it down until the garment/fairing waistband 373 is at herwaist. Standing straddling the bicycle leaning forward, the rigid nosecone region 366 is placed over the aerobars 380 then the stretchableknee attachment 374 are fastened, one to each knee. As she sits uprightthe center collapsible aeroridge 370 is stretched and held into positionby light fabric tension. The light tension of the knee attachments 374counter the tension of the center aeroridge 370. The area of lateralsemi-rigid banding 368 allows the dividing of wind and directing itaround the rider but is completely collapsible due to gradientrigidity/flexibility and gradient stretchability imparted to the lateralbanding region 368. The area of lateral semirigid banding 368, centercollapsible aeroridge 370 and rigid nose cone region 366 cooperate toefficiently direct airflow around the bicycle handle bars, fork tube andrider. The rear aeroshaping area 376 reduces aerodrag behind the rider.An aeroshaping garment/fairing combination 360 with an optionalincreased rear aeroshape 378 would be selected for higher anticipatedspeeds or longer trips for further reduced aerodrag.

The aeroshaping garment/fairing combination 360 may be brightly coloredfor improved visibility in traffic and the upper portions treated towaterproof for rider comfort in rain. When removed from the rider thecenter collapsible aeroridge 370 allows rigid nose cone region 366 to beinserted into rear aero shaping area 376 for neat and compact storage.

Persons skilled in the art will appreciate that the garment/fairingcombination utilizes gradient rigidity/flexibility and gradientstretchability to create a unique and significant improvement to thebicycle rider's comfort, and efficiency with a single piece of material.The garment/fairing combination may be configured for sail boats,canoes, ultra light aircraft and PPVs of all types, thereby improvingtheir efficiency and usefulness.

While there are shown and described herein specific forms of theinvention, it will be readily apparent to those skilled in the art thatthe invention is not so limited, but is susceptible to variousmodifications and rearrangements in design and materials withoutdeparting from the spirit and scope of the invention. In particular, itshould be noted that the present invention is subject to variousmodification with regard to any dimensional relationships set forthherein and modifications in assembly, materials, size, shape and use.For instance, there are numerous components described herein that can bereplaced with equivalent functioning components to accomplish theobjectives of the present invention.

1. A personal propulsion device, comprising propulsion means forimparting thrust directly to a user's back; one or more controlsoperatively connected to said propulsion means and configured to controlthe throttle, start/stop operation and/or thrust direction of saidpropulsion means; control means for hands free controlling of saidpropulsion means, including the thrust magnitude and/or direction ofthrust from said propulsion means, said control means comprising a gloveconfigured to receive one or more fingers therein, said gloveoperatively connected to said controls; a cam mechanism engaged withsaid propulsion means; and a compressor operatively connected to saidcam mechanism to compress air upon operation of said propulsion means.2. The personal propulsion device according to claim 1, wherein saiddevice comprises a shrouded propellor assembly having an airfoilattached to an interior wall of a shroud.
 3. The personal propulsiondevice according to claim 1, wherein said propulsion means comprises apropulsion means module and a power means module operatively engagedwith said propulsion means module and configured to supply powerthereto, said propulsion means module removably attached to said powermeans module so as to facilitate interchangeability of said propulsionmeans module and/or said power means module.
 4. The personal propulsiondevice according to claim 3, wherein said propulsion means modulefurther comprise one or more magnets mounted on a magnet plate rotatablyconnected to a propellor disposed in a shrouded propellor assembly togenerate electricity upon rotation of said propellor.
 5. The personalpropulsion device according to claim 3, wherein said power means moduleis removable from said propulsion means module, said power means moduleengaged with a direct drive module configured to propel a HPV separatefrom the user's back.
 6. The personal propulsion device according toclaim 1, wherein said control glove comprises one or more springsengaged with a throttle cable to increase or decrease the sensitivity ofsaid throttle cable to control one or more functions of said propulsionmeans by flexing the wrist of the user.
 7. The personal propulsiondevice according to claim 1, wherein said device is adapted tocooperatively engage a mounting means for securely mounting said deviceto a HPV instead of the user's back, said mounting means configured tosupport said device and propel the HPV.
 8. A personal propulsion device,comprising propulsion means for imparting thrust directly to a user'sback, said propulsion means having a shrouded propellor assembly with apropellor disposed in a shroud and an inlet air horn generally at aninlet lip of said shroud, said inlet air horn having a leading edge anda trailing edge, said inlet lip and said air horn defining an inlet gaptherebetween; one or more controls operatively connected to saidpropulsion means and configured to control the throttle, start/stopoperation and/or thrust direction of said propulsion means; controlmeans for hands free controlling of said propulsion means, including thethrust magnitude and/or direction of thrust from said propulsion means,said control means comprising a glove configured to receive one or morefingers therein, said glove operatively connected to said controls; andgap control means for controlling the size of said inlet gap, said gapcontrol means configured to reduce said inlet gap so as to reduce thenoise generated by said propeller and to increase said inlet gap so asto increase propulsion.
 9. The personal propulsion device according toclaim 8, wherein said inlet air horn is configured to direct inflowingair to be generally parallel to the axis of said propellor.
 10. Thepersonal propulsion device according to claim 8, wherein said air hornis made out of an acoustically deadening material.
 11. The personalpropulsion device according to claim 8, wherein said gap control meanscomprises said air horn being gradiently flexible and warpable to allowcontrolled movement of said leading edge toward said inlet lip to reducesaid inlet gap and away from said inlet lip to increase said inlet gap.12. The personal propulsion device according to claim 11, wherein saidinlet lip of said shroud is inflatable to direct said inlet lip towardsaid air horn to reduce said inlet gap and reduce noise generated bysaid propeller.
 13. The personal propulsion device according to claim 8,wherein said gap control means comprises at least one of said air hornsbeing slidably attached to a shaft housing tube associated with saidpropeller to allow controlled movement of said leading edge toward saidinlet lip to reduce said inlet gap and noise generated by said propellerand away from said inlet lip to increase propulsion.
 14. The personalpropulsion device according to claim 13, wherein said inlet lip of saidshroud is inflatable to direct said inlet lip toward said air horn toreduce said inlet gap and reduce noise generated by said propeller. 15.The personal propulsion device according to claim 8, wherein said gapcontrol means comprises said inlet lip of said shroud being inflatableto direct said inlet lip toward said air horn to reduce said inlet gapand noise generated by said propeller.
 16. The personal propulsiondevice according to claim 15 further comprising a cam mechanism engagedwith said propulsion means and a compressor operatively connected tosaid cam mechanism to compress air upon operation of said propulsionmeans, said compressor hydraulically connected to said inlet lip. 17.The personal propulsion device according to claim 8, wherein saidpropulsion means comprises a propulsion means module and a power meansmodule operatively engaged with said propulsion means module andconfigured to supply power thereto, said propulsion means moduleremovably attached to said power means module so as to facilitateinterchangeability of said propulsion means module and/or said powermeans module.
 18. A method of forming a gradiently flexible and warpableair horn for use with a personal propulsion device, said methodcomprising the steps of: (a) stretching a stretchable fabric cylinderaround a reinforcement hoop sized and configured to define a leadingedge of said air horn; (b) positioning a large diameter clamp hoopevenly around said reinforcement hoop; (c) inserting a small diameterinner clamp hoop into said fabric cylinder; (d) tightening a smalldiameter outer clamp hoop around said small diameter inner clamp hoop;(e) placing said large diameter clamp hoop into a large diameter clamphoop support and securing said small diameter outer clamp hoop to afixture base plate, said fixture base plate having vertical adjustmentrods slidably attached thereto and interconnecting said large diameterclamp hoop support to position said large diameter clamp hoop support soas to achieve the desired shape of said air horn; and (f) applying aresin material to said fabric cylinder to achieve desired operationproperties of said air horn.
 19. The method of claim 18, wherein saidfabric cylinder is rotated during said applying step.
 20. The method ofclaim 18, wherein said applying step results in one or more rigid areaon said fabric cylinder and/or one or more flexible areas on said fabriccylinder.